Cut-out cock for engineer&#39;s brake-valves.



f Patented luly I6, |90I. J. D. VAN ATTA. CUT-OUT COCK FUR ENGINEERS BRAKE VALVES.

(Application led Apr. 29, 1901.)

(No Model.)

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Ilnirrnin Sandrine Pagani* @ri-inn JEFF D. VAN ATTA, OF MILLERSBURG, OI-IIO.

CUT-OUT COCK FOR @ENGlNEERS BPiiEf-VALVQS.

SE'CIFGATION forming part 0f Letters Patent. NO. 678,596, dated July 16, 1901.

Application led April 29, 1901.

To Ll/ZZ whom, t 'may concern:

Be it known that I, JEFF D. VAN ATTA, a citizen of the United States, residing at Millersburg, in the county of Holmes and State of Ohio, have invented certain new and useful Improvements in Out-Out Cocks for Engineers Brake-Valves; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the saine.

In what is called double-heading-that is, where two locomotives are coupled to draw a train-the engineer of 'the forward engine does the braking and the engineers brakevalve ofthe rear engine is cut outfl Heretofore in such circumstances it has not been practicable for the engineer of the cut-out engine to observe the degree of pressure and variations of pressure in the train-pipe, and if it became expedient that he assist in the working of the brakes or in recharging the train-pipe he was ignorant as to what might be done or as to what to do. For example, if through necessitvx7 or accident the engineer of the forward engine should allow his trainpipe or reservoir pressure to fall below the minimum, so as to render impracticable the proper application of the brakes, the engineer of the rear engine would not be aware ot' the fact.

The object oi my invention, therefore, is to provide the engineers brake-valve with a cut-ont cock and connections that can be manipulated to cut off communication of the main reservoir with the engineers brakeval've and at the same time establish communication of the train-pipe exhaust with the upper side of the rotary valve in the engineers brake-valve, permitting the state of the train-pipe pressure to be observed at the usual gages, so that if the engineer of the rear engine observes that it is necessary or expedient he can reopen temporarily this cutoff cock and recharge the train-pipe and auxtiliary reservoirs.

In the accompanying drawings, Figure l is a vertical sectional view of an ordinary Westinghouse engineers brake-valve with my cut-out cock and connections added. Fig. 2 is a vertical sectional view of the cut-out cock alone; and Fig. 3 is a sectional view of Serial No. 57,981. (No model.)

the cock-valve alone, taken on a plane indicated by the line x Fig. 2.

In the views, 1 denotes the train-pipe eollar on the engineers brake-valve, and 2 is the train-pipe exhaust on that valve.

3 is the collar on the brake-valve, to which the main reservoir is connected, and 4t is my stop-cock valve in said collar. This valve t is made with three ports, one of them, 4a, for establishing communication between the main reservoir and the engineers brakevalve, another, 4b, to simultaneously open the train-pipe exhaust to the atmosphere,and. the third one, 4C, to establish communication above the cock 4 from the train-pipe exhaust to the upper side of the rotary valve l0 inthe engineers brake-valve when the ports 4f and 4b are closed. This port l, however, can under some circumstances be omitted. Connecting the train-pipe exhaust 2 and an opening 5 in the shell or collar containing the cutout cock is a short pipe 6, a portion of which is shown to be broken out in Fig. l. The stop-cock valve 4 is furnished with a handle 4d, by means of which the valve can be turned to bring the ports 4ta and All into or out of alinement with the main-reservoir p'ipe and the opening 5, respectively, to open or close the passages.

When one engine is used alone, the stopcock valve Il is turned to establish communication of the main reservoir through port la with the engineers brake-valve and to open to the atmosphere through port 4J) the exhaust from the train-pipe and simultaneously close the opening 4.0 to establish communication of the exhaust with the upper side of the rotary valve 10 in the engi neers brake-valve but in double heading the engineers brakevalve of the rear engine is to be cut out, and to do this the cock l is turned to cut off communication from the main reservoir to the engineers brake-valve and simultaneously close the train-pipe exhaust 6 and establish communication of this exhaust with the upper side of the rotary valve in the engineers brake-valve.

The port 4C is not necessary with some forms of engineers feed-valves. wWhether this port is necessary depends upon the construction of the feed-valve. In some feed-valves the rotary valve of the engineers valve can be IOO balanced by the train-pipe pressure Without introducing that pressure linto the main-reservoir pipe above the cut-off cock. This Will be clearly understood by those acquainted With'the construction and operation of engineers brake-Valves.

The black-hand gage-that is, the gage.

indicating the train -pipe pressure-is connected with the pipe ll, While the redhand gage-that is, the gage indicating the main-reservoir pressure-is connected with an oriiice (not shown, but Well understood) in the collar 3. Both these gages are of course placed in ,the locomotive so as to be Visible to the engineer. i

From the construction shown and described it Will be observed that the main-reservoir and train pipe pressure can at all times be observed by the engineer Whose brake-valve has been cut out and that in case of necessity he can act to avert serious accident.

What I claim, and desire to secure -by Letters Patent, is-

. l. ln an engineers brake-valve, the combination with the inlet from the main reservoir thereto, of a cut-out cockadapted to open and close said inlet, ports 4b and 1 in said cock, a pipe connecting the train-pipe exhaust o said Aengineers brake-valve with said ports, the former port to discharge the exhaust into the atmosphere when the main-reservoir inlet is open and the latter to establish communication of the aforesaid exhaust with theupper side of the rotary member of the engineers brake-valve When said inlet isclosed, substantially as described.

2. In an engineers brake-valve, the combination with the main-reservoir inlet and train-pipe exhaust thereof, of a cock adapted to simultaneously cut od communication of the main reservoir with the engineers brakevalve and close thevtrain-pipe exhaust,` and when operated to simultaneously establish communication between the mainreservoir and eugineers brake-valve and open the ex,- haust to the atmosphere, substantially as described.

In testimony whereof l affix my signature in presence or" two Witnesses.

JEFF D. VAN ATTA.

Witnesses:

GEORGE M. FINCKEL, SAMUEL W. LATHAM. 

